Internal-combustion motor.



R. HUFF.

INTERNAL GOMBUSTION MOTOR.

APPLICATION FILED MAY 11, 1911.

Lmmww, y Patented 13610.23, 1915.

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APPLICATION FILED MAY 11, 1911.

Lmmm, Patented P61123, 1915.

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R. HUFF.

INTERNAL GOMBUSTION MOTOR.

APPLICATION FILED MAY 11, 1911.

Patented Feb. 23, 1915.

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aan encarna rirrnirr orripn RUSSELL HUET, 01E DETROIT, MICHIGAN, ASSIGNOR '.IIO PACKARD MOTOR CAR COMPANY, 01E DETROIT, MICHIGAN, A CORPORATION 0F MICHIGAN.

INTERNAL-consommer Moron..

Specification of Letters Patent.

Patented Feb. 23, 1915.

Application filed May 11, 1911. Serial No. 626,619.

To all 'whom it' may concern Be it known that I, RUSSELL HUFF, a citizen of the United States,-andresident of Detroit, Wayne county, State of Michigan,

have invented certain new and useful Improvements in Internal-Combustion Motors, of which vthe following is a speciiication.

One of the principal aims of the automobile designer of to-day -is to produce a car that is quiet when built and kthat will stay quiet after continued use, and because of its many moving parts the motor comes in for a large.

share of the designers attention along this line. In the efforts to obtain quietness, rotary valves of various forms have been tried but cooling and lubricating diiiiculties have been encountered with discouraging results.

'The present invention relates to internal combustion motors, and particularly to such motors of the four stroke cycle type.

lts principal object is to produce a motor of this type that will operate with extreme quietness while at the saine time giving great 'horse-power in proportion to weight.

`up the complete invention will be brought out in 'the detaill description of the inven- A tion following.

Being conducive to quietness and permitting of large port areas, a rotary valve has been adopted as giving the best results in Vthe way of controlling the air lcharges A assingfinto the cylinder: and because o the fact that an inter-nal lcombustion engine when used on Vamotor vehicle must be of a very flexible nature, means have been Idesigned by which. the alternate action of this valve, hereinafter particularly. described, may be regulated.

v@ther objects ofthe invention will appear in 'the followingdescription thereof.

In the drawings, Figure 1 is a vertical transverse section through one ofthe cylinde rs of the multi-cylinder motor in which this invention has been illustrated herein; Fig. 2 is a front elevation of this motor; Fig. 3 is a side elevation of approximately the forward half of a -cylinder motor einbodying the invention;- Fig. 4 is a view of the air controlval-ve with its several relatively'movable parts removed; and Figs. o to 10 inclusive are diagrammatic views illustrating the operation of the motor.

The invention will be described as adapted to a slx cylinder motor having main inlet and exhaust ports, and having crank case compression with a separate crank case coinpartment for each cylinder, with separate valves for controlling the inlet and exhaust ports respectively and a valve for controlling the conduit between each of the crank case compartments and its respective cylinder. `As a matter-of convenience -of illustration and perhaps of manufacture, the six cylinders of the motor are shown as cast in a single block, see particularly Fig. V3, this block casting being represented at llwith a suitable water jacket l2 along the top and around the sides of the cylinders in the' usual way. It. willbe understood that all of .the cylinders are substantially alike in their generalconstruction and, therefore, a

description of the cylinder shown in section A in Fig. 1 will answer for all.

The main intake port is shown at 13 and the main exhaust port at 14, and these ports are respectively controlled by rotary plug valves 15 and 16 arranged across the tops `of the cylinders parallel to each other and to the motor crank shaft. These valves are formed with diametric through ports 17 and 18 respectively, which ports register twice during each rotation o'f the valves with the ports 13 and`l4 and the inlet and exhaust passages 19 and 20 respectively. By this construction of portsl and valves it will be seen that the ports, though narrow, may be as long as the diameter or bore of the cylinder, and as the valves open across the ports a quick and comparatively large port opening is obtained. The valves 15 and 16 are arranged to be operated at the ratio of one to four of the crank shaft by a mechanism to be hereinafter described, thus making these valves comparatively slow in operation. Vil. cylindrical .valve chamber 21 is formed in one side of the cylinder and a rotary valve 22 is arranged therein to control the passage of air from the compartment 23 in the crank case 24 through the conduit 25 and port 26, which latter is what is known as a terminal port, being formed the cylinderwall to be uncovered by the piston at the end of its down stroke. The cylinder is also formed with ports 27 arranged in a plane slightly lower than the ports 26 so that they are uncovered by the piston at the top of its stroke for admitting air directly into the crank case as will appear more fully hereinafter.

The piston 28 is double webbed and is formed with ports 29 and 30 which are adapted to register respectively with the ports 26 and 27 for permitting the passage of air directly through the piston and around the strengthening web 31 for -the purpose of cooling the upper web 32 which is subjected to the intense heat of the combustion chamber. `The lower web 33 connects the. upper and lower parts of the pisfon. The connecting rod 34 connects the piston with the crank shaft 35 in the usual manner.

lt will be understood that suitable inlet and exhaust manifolds may be connected with the passages 19 and 20 respectively and that suitable ignition apparatus and water circulation conduits may be supplied to complete the details of the motor, but as these do not form a part of the invention theyr are omitted for the sake of clear-ness.

The three rotary valves hereinabove described are preferably operated by a single shaft which we will term the valve operating shaft 36, `and because of the peculiar relative location of the three valves and the crank shaft, this shaft 36 may be arranged with its u per end between the main valves and extend downwardly adjacent the rotary valve 22 and its lower end will be contiguous to the crank shaft and tangentially thereto. In this position of the valve operating shaft it may he driven at a one to one ratio from the crank shaft through a pair of spiral gears 37 and 38, the rotary valve 22 may be driven at a one to two ratio from the operating shaft 36 hy spiral gears 39 and 40, and

a single spiral gear or worm L11 at the upper` end of the operating shaft will drive the main valves at a one to four ratio through the spiral gears 42 and 43 respectively. It will be seen from this that the main valves l5 and 16 are rotated very slowly as compared with the crank shaft, that is at one revolution to four of the crank shaft, whereas the rotary valve 22 is operated twice as fast as the main valves or at one revolution to two of the crank shaft. This latter rotary valve may be operated thus rapidly because of the fact that it is `constantly kept cool by the cool air passing over it and it is perfectly lubricated by more or less oil passing up from the crank case with the air. The various relative speeds of these valves are particularly Welland simply obtained by the use of the single operating shaft as illustrated and above described. The valve operating shaft 36 is also well adapted to drive the water circulating pump 44 and the magneto 45 by means of a-single shaft 46 and the spiral gears 47 and 48. The shaft 36 may be supported in bearings 49, and it will be understood that all of the ears illustrated may be suitably inclosed or protection from dirt and for lubrication.

The rotary valve 22, which may be termed the air valve, is illustrated in detail in Fig. 'l and it will be seen` that it consists of a cylinder extending the length of the block casting 11 and provided with several bearings 50 at; intervals throughout itslength. Between these bearings the wall is cut away to provide circumferential passages 51 of suitable length to connect the conduit or passage 25 with the port 26 while the piston is traveling substantially through one of its strokes and of course for each of the six cylinders this port is at the proper angle to so register with the passage 25 and port 26 during the exhaust stroke of its respective piston. By this arrangement a very large and quick air port opening is obtained for scavengino' the cylinder at the end of the firing stro e with air coinprescd in the crank case. Opposite each of the passages 5l the valve 22 is also cut away throughout a portion of its circumference and a Wing 56 is arranged in this cut away portion so as to be rotated relative to the valve proper on the same axis as said valve, and this wing is mounted and keyed for such relative rotation on a rod 52 passing entirely through the center of the valve 22. Thus the Wings for all of the cylinders may be rotated simultaneously relative to the valve proper by a relative rotation of the rod 52 which is accomplished through the spiral groove and pin connection 53 of the rod with the valve proper. The rod is shifted longitudinally by the lever 54 and rod 55 which may be manually controlled. As timed for comparatively low speed running the valve 22 opens when the piston is approximately at its lowest point or perhaps 5 beyond, but it is found that at high speeds it is desirable to open this valve somewhat earlier in order to obtain the 'full scavenging and augmenting effects. This may be accomplished entirely independently of the means for controlling the angularity of the win 56, by shifting the spiral gear 39 longitu inally of the shaft 36. The gear 39 may be keyed to the shaft 36 and reciprocated by a yoke 57 of the lever 58 and rod 59 which may be manually controlled.

A full cycle of operation of the motor may be described as follows: As shown in Fig. 1 the piston is at the top of its stroke having just forced out the burnt gases through the exhaust port 18 in the valve 16, which valve has just closed the port 14. The inlet port 13 is now being opened by the inlet valve 15 and during the entire down stroke of the' piston the port 17 will be open and the combustion charge taken into the cylinder. It will be seen also that the ports 27 are uncovered by the bottom of the piston and `the crank case is open to the atmosphere whereby the compartment 23 is filled with air at approximately atmospheric pressure. It is proper to add, however, that all of the air in the crank case has not been admitted through the ports 27 but has been taken in through the piston, as will be hereinafter described. During the aforementioned down stroke of the piston the air in the crank case was prevented from passing out through the port 26 and the piston. As the piston reaches the end of its down stroke the port'26 is fully uncovered, and presuming that the Wing 56 is partly open as shown in diagrammatic Fig. 5, the valve 22 will permit the passage of the air from the crank case around the wing 56 and through the port 26 into the cylinder for the purpose of augmenting the charge therein. The cylinder will then have a charge somewhat greater than atmospheric pressure and as the piston ascends it cuts oif the port 26 from the combustion space of the cylinder and the charge therein is compressed. When the piston is about half way up on this stroke, it uncovers both the port 26 and the port 27 and as the valve 22 still maintains communication between the conduit 25 and the port 26, and as the piston on its upward stroke is creating a -partial vacuum in the crank case compartment 23, air enters through port 27, the interior of the piston 28, port'26, valve 22 and conduit 25 into the crank case compartment 23. This continues until the lower part of the piston cuts od communication through the piston between ports 26 and 27 and opens the port 27 directly to the crank case, after which time in the travel of the piston air enters the crank case directly through the port 27 until the piston reaches the upper end of its stroke. After communication has been cut off throughthe piston between ports 26 and.27 on this up stroke of the piston the valve 22 closes communication between the conduit 25 and port 26 and this communication remains closed as the piston descends. The charge having been compressed by the up stroke of the piston, it is fired and drives the piston downwardly on what is termed'the firing stroke and it will be understood that the air taken into the crank case as previously described will be compressed therein and as the piston reaches the bottom of its stroke the passage 51 of the valve 22 opens communication between the conduit 25 and the port 26 and permits the compressed air in the crank case 'to rush into the cylinder and scavenge the latter, driving out the burnt gases through the exhaust port 18 whichuhas been opened to the cylinder as e taining communication between the conduit 25 and the port 26 during its entire up stroke. This completes the four strokes of the cycle.

The operation will perhaps be more clearly understood upon reference to diagrammatic-Figs. 5 to 10 inclusive.

In Fig. 5 the piston is at the bottom of the intake stroke and the wing 56 is so posi tioned that augmenting of the main charge is about to take place, the main intake port having just closed and the exhaust port of course being fully closed.

In Fig. 6 the airvalve has been advanced relative to the position of the piston by moving the gear 39 as above described and it will be seen that although the piston is in exactly the samevposition as it is in Fig. 5 yet the air valve has opened considerably and the charge of air in the crank case is being forced into the cylinder for augmenting the combustion charge.

In Fig. 7 the wing 56 is shown in closed position so that although the piston has moved upwardly to the position where the air valve would ordinarily be wide open for augmenting,yet, because of the fact that the wing 56 is in closed position, augmenting does not takev place and the compressed air in the crank case is retained therein. It will be understood that this cutting olf of the augmenting is for the purpose of reducing the motor power or speed.

In Fig. 8 the piston has just started on the exhaust stroke and of course the exhaust valve is practically wide open andthe air valve 22, by means of the passage 51, is permitting the crank case air to scavenge the cylinder, blowing the burnt gases out through the exhaust port. It will, of course, be seen that some of the air from the crank case will be also blown out through the exhaust port, thus considerably cooling the latter. It will also be noted inthis connec-` tion that the cylinder is scavenged at the end of every firing stroke regardless of the position of the wing 56 which is adapted to control onlv the admission of air for aug menting. Thus the exhaust valve is cooled as above set forth at every half revolution thereof.

In Fig. 9 the piston has moved about half Way up on the exhaust strokeand the air valve 22 is Wide open admitting air to the crank case through the passage 25, the port 26, the port v27, and directly through the piston, thus cooling the latter, as set forth hereinabove;

In Fig. l0 the piston'is at the top of the exhaust stroke, the port 2G is covered by the lower part of the piston, the air valve 22 is just closed, and air is being admitted' di` vrectly-into'the crank case through the port 27. 5 Thus it Will be seen that ample opportunity is provided by means of the port 27 for the crank case to be filled with air for v scavenging the cylinder and cooling the exhaust valve regardless of the position of the Winr'56.

Hivin'g thus described my invention, what I claim is:

1. In a hydrocarbon motor, the combination With the lcylinder having main intake and exhaust ports 'and an auxiliary port, anda rotary valve-for each of said ports, of a single 'valve operating shaft actuated by the motor crank shaft, and direct drive connections between said valve shaft and each of said valves for operating all of said valves.

2. In a hydrocarbon motor, the combination with the cylinder having main intake and exhaust ports and an auxiliary port, and a rotary valve for each of said ports, of means, actuated by the motor crank shaft, for operating the main valves at a reduced speed relative to the crank shaft and for operating the auxiliary valve faster than the main valves.

3. In a hydrocarbon motor, the combination With the cylinder having main intake' and exhaust ports and an auxiliary port, and a rotary valve for each of said ports, of means, actuated by the motor crank shaft, for operating the main valves one revolution to four of the crank shaft and for operating the auxiliary valve one revolution to two of the crank shaft.

4. In a hydrocarbon motor, the combination with the main valves, a rotary auxiliary valve, and the crank shaft having a gear thereon, of means for operating said valves comprising gears on said valves, a valve operating shaft having a gear meshing with said gear on the crank shaft and having gears meshing With the gears on said valves, one of said gears on said valve operating shaft being Vadapted for shifting longitudinally of said shaft for varying the timing of the valve driven by the said gear.

5. In a hydrocarbon motor, the combination With the cylinder having main intake,

and exhaust ports and an .auxiliary port, a crank shaft having a gear thereon, a piston, and a connecting rod, of a rotary valve for each of said ports, a gear for each of said valves, a valve operating shaft, and gears on said latter shaft in mesh with the gear on the crank shaft and with the gears on said valves. 1 l

6. In a hydrocarbon motor, the combination with the cylinder haring a port at its explosion end and a port traversed by the piston, lof a rotary valye for each of said ports, a gearon the motor crank shaft, a

gear on each of said rotary valves, a valve auxiliary valve, of means for operating said valves including a valve operating shaft, and gears connecting said shaft with the crank shaft and With said rotary valve, and means on said valve operating shaft for varying the timing of said rotary valve.

9. In a four stroke cycle hydrocarbon motor having a crank case, the combination with the cylinder having a port traversed by the piston, of a rotary valve adapted to control said port and arranged to place it in communication with the motor crank case approximately at the end of the firing stroke of the piston for scavenging the cylinder, said rotary valve having a relatively mov able part adapted to be operated to cause said valve to place said port in communication with the crank case approximately at the end of the intake stroke for augmenting the charge, and means for moving said relatively movable part While the motor is running.

10. In a four stroke cycle hydrocarbon motor having a crank case, the combination With the cylinder having a port traversed by the piston, of a rotary valve adapted to control said port and arranged to place it in communication with the motor crank case approximately at the end of the firing stroke of the piston for scavenging the cylinder, said rotary valve having a relatively move able part adapted to be operated to cause said valve to place said port in communication with the crank case approximately at the end of the intake stroke for augmenting the charge, means for moving said relatively movable part While the motor is ruiming, and means for varying the timing of said valve relative to the crank shaft.

11. In a multi-cylinder hydrocarbon motor of the four cycle type, the combination with ther-nain intake and exhaust valves and meansv operating them, of means for compressing air in the separate compartlll?) lili the end of the intake stroke of each piston ments under each cylinder, means comprising a conduit leading from each crank case compartment to its respective cylinder, a rotary valve controlling the passage of air through said conduits, said valve havinga out away portion for each cylinder to permit the passage of air at the end of the firing stroke of each piston in proper sequence, saidvalve also comprising a relatively rocking part to regulate the passage of air at 1n proper sequence, and means for driving said valve from the crank shaft at aratio of one to two thereof.,

12. In -a four stroke cycle hydrocarbon motor having a crank case, the combination with the cylinder having a port traversed by the piston, of a rotary valve adapted to control said port and arranged to place it in communication with the motor crank case approximately at the end of the iri-ng stroke of the piston for scavenging the cylinder, said rotary valve having wings adapted to rock about the axis of the valve and to form ports between the wings and the walls of the valve to cause said valve to place said port in communication with the crank case approximately at the end of the intake stroke for augmenting the charge, and means for rocking said wings relatively to the valve while the motor is running.

' i3. lin a four 'stroke cycle hydrocarbon motor having a crank case, the #combination with the cylinder having a port traversed by the piston, of a rotary valve adapted to control said port and arranged to place it in communication with the motor crank case approximately at the end of the firing stroke of the piston for scavenging the cylinder, said rotary valve having wings adapted to rock about theI axis of the valveand to form ports between the wings and the walls of the valve to cause said valve to place said port Awith the main intake and exhaust valves and means forvoperating them, of means for compressing air in the separate compartments under each cylinder, means comprising a conduit leading from eachcrank case compartment to its respective cylinder, a-

l:rotary valve controlling the passage of air through said conduits, said valve having a out away portion for each cylinder to permit the passage of air at the end of the firing stroke of each piston in propersequence, said valve also comprising a relatively rocking part to regulate the passage of air at the end of the intake stroke of each piston in proper sequence, a shaft passing longitudinally through the valve and connected to said relatively rocking part, and means for moving said shaft longitudinally of the valve for effecting the rocking movementi'of said part, and means for driving said valve from the crank shaft at a ratio of l to 2 thereof. c

ln testimony whereof l affix my slgnature in the presence of two witnesses.

RUSSELL HUFF.

Witnesses:

W. H. Fincken, Jr., RICHARD E. Mansron.

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